Heating system



J. H. HUNT.

HEATING SYSTEM.

APPLICATION FILED MAR-26,1919.

1,395,496. Patented Nov. 1,1921.

3 SHEETS-SHEET l- J. H. HUNT.

HEAHNG SYSTEM.

APPLICATION FILED mmzs. 19 19.

1,395,496. 7 Patented Nov. 1, 1921.

' 3 SHEETS-SHEET 2.

1. H. HUN-T.

HEAT ING SYSTEM. APPLICATION FILED MAR. 26. 1919.

' 1,395,496; Batnted Nov. 1, 1921.

3 SHEETS-SHEET 3- Q ZZZ5 5, 275.57% M22055? e I a M UNITED STATES PATENT OFFICE.

JOHN H. HUNT, OF DAYTON, OHIO, ASSIGNOIR. TO THE DAYTON ENGINEERING LABORATORIES COMPANY, A CORPORATION OF OHIO.

HEATING SYSTEM.

Specification of Letters Patent.

Patented Nov. 1, 1921.

Application filed March 26, 1919. Serial No. 285,271.

To all whom it may concern:

Be it known that I, JOHN H. HUNT, a citizen of the United States of America, residing at Dayton, county of Montgomery, State of Ohio, have invented certain new and useful Improvements in Heating Systems, of which the following is a full, clear, and exact description.

This invention relates to heating systems, and more particularly to heating systems in which liquid fuel is used as a source of heat.

It is one of the objects of the present invention to simplify the control of the heating system to as great a degree as possible.

Another object is to provide a heating system adapted for heating all sorts of structures.

A further object of the invention is to provide improvements in the manner in which the fuel is delivered from the source of supply to the fuel burner.

A further object is to construct and arrange certain of the operating elementsof the heating system in compact form and in a manner so as to be readily accessible for operation and repairs.

Other and further objects of the present invention will be apparent from the following description, reference being had to the accompanying drawings wherein a preferred embodiment of the present invention is clearly shown.

In the drawings a Figure l is an elevation of the water heating system, certain parts being shown in section' Fig. 2 is a section taken on the line 22 of Fig. 1, certain parts being shown in section- Fig. 3 is a view taken on line 3-3 of certain parts shown in Fig. 2;

Fig. 4: is a wiring diagram of the electrical circuits included in the water heating system; and j j Fig. 5 is a sectional view of the fuel circulating pump taken on the line 55 of Fig. 2.

Referring to the drawings, 20 designates a boiler of the fire-tube type, having an internal fire tube 21 extending throughout its length. The space within the boiler 20 and surrounding said tube 21 is adapted to be filled with water which is heated and circulated out through pipe 22 to one or more radiators such as shown at 23. In order that the water heating system may be used in low structures where the circulation of water by means of convection currents could not be relied upon, the water circulating system includes a pump 25 connected with radiator 23 by means of a pipe 24, and with the boiler 20 by means of pipe 26. The pump 25 may be of any desired type, but as shown, it is a rotary pump driven by a rotatable shaft 27, which is operated in a manner to be described.

One end of the fire tube 21 is connected with the fuel burner 30. This burner includes a casing 31 within which is placed a combustion shell 32. The space between shell 32 and casing 31 forms an air receiving chamber 33 which is connected with a rotary blower 35 by means of pipe 3 1. This blower 35 may be of any type, but as shown, is of the rotary type and is driven by a rotary shaft 36 in a manner to be described.

The space within the combustion shell 32 will be known as the combustion chamber 37, but it is to be understood that the flame will extend some distance into the fire tube 21.

Casing 31 carries a fuel reservoir 40 adapted to contain a limited quantity of fuel. it tube 4-1 extends very near the bot.- tom of reservoir l0 to a point within the combustion chamber, from whence fuel is sprayed out in a finely divided form by means of a jet of air passing through an orifice 38 communicating with the air receiving chamber 33 and combustion cham- 76? 37. In order that the liquid may be forced upwardly from the lower level in the fuel reservoir 40 to the atomizing level within the combustion chamber 37, there is provided. means for taking some of the air out of the air receiving'chamber 33 and delivering said air at a reduced pressure to the fuel reservoir 40' This reduction in pressure is necessary since the air pressure required for atomizing and combustion pur poses exceeds that required for lifting fuel from the reservoir 40 to the combustion chamber 3'7. This reduction in pressure is accomplished by providing an orifice 42 commun cating between chamber 33 and reservoir 40, the orifice 42 being adjusted by means of a screw 43. A bleeder orifice 4 connecting the fuel reservoir with the external atmosphere coiiperates with orifice 42 to effect the desired reduction in pressure. By adjusting the screw 43, the amount of pressure reduction can be varied.

Fuel is brought up into the reservoir 40 from a source of supply 50 through the agency of a fuel pump 51 connected with a pipe 52 leading down near the bottom of tank 50, and connected with a fuel delivery pipe 53 which is connected with reservoir 40. In order to maintain the fuel level in the reservoir practically constant there is provided an overflow pipe 54 leading down near the bottom of the trap 55. Trap 55 is provided with an over-flow pipe 56 through which any excess of fuel may return to the tank 50. Trap 55 is also provided'with a bleeder orifice 57 communicating with the external atmosphere for the purpose of maintaining atmospheric pressure within the trap.

The ignition for the fuel is provided for electrically by means of a spark plug 60 con nected with a source of current and with an ignition coil 61. The electrical connections are shown in detail in Fig. 4.

Power for operating the blower, the water pump, the fuel pump, and for intermittently rendering the ignition apparatus operative, is provided for by means of an electric motor 70, which is mounted upon base 71. Base 71 also supports the fuel pump 51 and the water pump 55, and the driving connections between these devices. Base 71 also supports a platform 72 upon which are mounted the blower 35 and the ignition coil 61.

Referring particularly to Fig. 4, the motor is provided with an armature '70 connected by means of switch 73 with the battery 73, and by means of the wire 74 with a rheost at wiper 75. Wiper 75 cotiperates with a series of buttons 76 tapped into a resistor 77 the last button havin a connection with the ground 7 8. Motor 10 includes also a shunt field winding 79 connected with ground 78. This ground may be the frame 71 or some element of the water system upon which the battery may be grounded.

The ignition coil 61 includes a. high-tension winding 62 grounded at one end and connected at the other with a spark plug 60. Coil 61 includes also a core 63, and a lowtension winding 64, connected at one end with an ignition switch 65 which is connected with the battery. The other end of winding 64 is connected with a vibrator 66 which cooperates with the core 63, to effect the intermittent separation of the movable contact 67 from the stationary contact 68. A condenser 69 is connected in parallel with contacts 67 and 68.

Contact 68 is connected with an ignition timer 80 by means of which the coil 61 intermittently connected with the battery. the switch 65 being closed. This timer S0 is also operated by the motor 70 in a manner about to be described.

Referring particularly to Figs. 2 and 23. the motor 70 is provided with a shaft carrying at one end a sprocket pinion 91. which cooperates with a sprocket gear 92 by means of a sprocket chain 93. to elleet the driving of the blower. 35. Shaft 90 also carries gear 94 meshing with gear 95 mounted on a shaft 96 which is connected with the shaft 27 to drive the water pump 25. Shaft 96 carries the gear 97 meshing with the gear 98 which is fixed upon the shaft 99. Shaft 99 carries a timer cam 82 cooperating with a breaker lever 83 by means of which, for each revolution of shaft 99. the separation of the movable contact 61 and stationary contact 65 is el fected. Contact 85 is connected with ground 78 and contact 84 is connected with the vibrator contact 68, through breaker lever 93. spring 67. terminal 88 and wire 81. A housing 69 supports the shaft 99 and also serves as a timer housing for the timer elements which have just been described.

Shaft. 99 carries at its outer end an cecentric 100 which cooperates with an eccentric strap 101 carried at the upper end of pump rod 102. (See Figs. and 5.) Rod 102 is connected at its lower end with a disk 103 which is in turn connected by a Syphon bellows 104 with an apertured disk 105, which is mounted upon the pump casing 106. The chamber formed within the casing 106 forms a pump displacement chamber 107 in which the bellows 104 and disk 103 operate to effect the displacement of the fuel. Chamber 107 is connected by a passage 108 with avalve chamber 109 in which is located an inlet a ve 110 eoiiperating with a seat 111, and an outlet valve 1 i2 coiiperating with a seat 13. Valves 1.10 and 112 are notched as shown at 110" and 112 respectively. in order to provide for the flow of fuel around the periphery thereof. A. bushing 114, to which pipe 53 is connected, extends (ilownwardly into the valve chamber 109 and is provided with notches 115 to permit the flow of fuel into said bushing when the valve 112 is pushed up wardly against the lower end thereof. A bushing 116 which provides the valve seat 111, referred to, is connected with the pipe 52, referred to.

Valves 110 and 112 are best made of fiber or micarta, or similar material.

The operation of the heating system is as follows:

Switches 65 and 73 are closed. The motor 70 will operate on current from the battery: thereupon, the blower, fuel pump, water be delivered through pipe 84 to the air re ceiving chamber 33; water will be circulated by pump 25 up through pipe 26, boiler 20, pipe 22, radiator 23, pipe 2 1, back to the pump 25. Fuel will be circulated by pump 51 up from fuel tank 50, pipe 52, pump 51, pipe 58 to the fuel reservoir 40, from whence the excess fuel will pass through over-flow 54:, trap 55, and return-flow pipe 56 to the tank 50. Some of the air received into chamber 83 will be delivered under reduced pressure by virtue of the orifices 42 and 4A to the fuel reservoir 40. The particular method of operation of this pressure reducing means has been described in detail in my co-pending application, Serial No. 285,662, filed March 27, 1919, and consequently, no further disclosure of the particular details of this part of the system is considered necessary. It is suflicient to say that the air pressure produced in the reservoir 410 will cause fuel to ascend through the tube 41 to the level of the atomizing aperture 38. The jet of air rushing through this aperture 38 will cause a spray of finely divided fuel to be projected toward the fire tube 21. Air for combustion purposes will pass from chamber 33 into the combustion chamber through apertures 37 and will be mixed with the fuel spray. As the motor 7 0 turns, the cam 82 will be revolved through the medium of the gearing described and will cause the contacts 84 and 85 to be closed once during each revolution of the shaft 99. When this occurs, the switch being closed, current will flow from the battery through the primary Winding 64: which, on being energized will effect the intermittent separation of the contacts 67 and 68. This operation will induce a series of sparking impulses in rapid succession in the high-tension winding 62 and a shower of sparks will occur at the spark plug 60. The fuel spray will thus be ignited and will burn with the oxygen of the incoming combustion air producing a flame of considerable length, which will extend some distance into the fire tube 21 and will cause a heating of the water surrounding it. This hot water will pass directly to the radiators, one of which is shown at 23.

If conditions were ideal, this flame, when once ignited, would burn on indefinitely. But in order to insure its steady burning under all conditions, the ignition apparatus is intermittently operated. The timer cam 82 is so geared relatively to the motor that it will close the ignition circuit several times a minute. This intermittent closing of the primary circuit is sufiicient to provide ignition for all conditions of the working of the system, but is such that it will conserve current taken from the battery or other source of current, and will prolong the life of the 1gn1t1on system.

Since there has bee-n provided a fuel circulating system in combination with the fuel reservoir 10, it is necessary to provide means for preventing a discharge of the air under pressure in the fuel reservoir, out through the fuel circulating system instead of only through the bleeder orifice 14-. This is accomplished by balancing the air pressure in reservoir 40 by means of pressure head of liquid contained within the trap 55. The tube 5% and trap 55 are made sufiiciently long for this purpose. The line 120 represents the level of the liquid in the tube 54: which exists, due to air pressure in reservoir 40; and level 121 represents the overflow level. The difference between levels 121 and 120 represents the pressure head required to balance the air pressure in reservoir 40. In order that this trap will not act as a syphon there is provided a bleeder orifice 57, so that the air within the trap may be kept at atmospheric pressure.

The particular operation of the fuel pump will now be described. hen the pump rod 102 is moved downwardly by the rotating shaft 99 and eccentric 100 carried thereby, the disk 103 will force the fuel contained within the displacement chamber 107 upwardly through the passage 108 and upwardly through the pipe 53. Due to the weight of the liquid fuel, the valve 110 will remain on the seat 111 and prevent any fuel from returning to the reservoir 50. The up-stroke of the rod 102 will cause the disk 103 to move upwardly and the syphon bellows 104 to collapse, thus tending to produce a vacuum within the displacement chamber 107. The tank 50 being exposed to atmospheric pressure through the vent 50 fuel will be forced from tank 50, through pipe 52, around valve 110, through passage 108 and into the chamber 107, thus to relieve the vacuum. During the up-stroke, the valve 112 will remain on its seat due to the pressure of the liquid fuel which is located above it in the pipe 53. It will be seen that this pump possesses advantages which are decidedly in favor of its use as a pump for liquid fuels, such as kerosene, gasolene, etc. In the first place, there are no packings whatever which come in contact with the fuel and are subject to wear and corrosion. Secondly, all parts, except the valves, which are subject to contact by the fuel, are metallic, even to the syphon bellows which forms a yieldable air-tight connection between the displacement chamber and the external operating elements.

plished by having a single prime mover, the electric motor, for operating the blower, fuel pump, water pump, and ignition apparatus. It is apparent that for the efficient operation of the water system, a certain relation must exist between the operation of the blower or fuel pump, water pump, and ignition system. In other words, if more heat is desired, it is evident that more fuel must be delivered to the burner, more air must be put under compression by the blower and delivered to the burner, the water must be circulated more rapidly, and more sparks must be produced at the spark plug in order to keep this additional amount of fuel ignited. By controlling the speed of the motor it has been found possible to control the operation of the several elements of the water system in such a manner that they will cooperate together efliciently to produce whatever amount of heat is re quired at the radiators.

Not only is the rate of circulation of the Water a determining factor in the amount of heat delivered up to the radiator to be radiated, but the circulation of the water is necessary in structures which are so low that no dependence can be placed on convection currents to effect the circulation of the water. This feature of the water system adapts itself particularly to such structures as the cabins of boats which are generally of low-ceiling, one-story construction.

It is apparent also that the present invention provides for the delivering of an amount of fuel to the burner which is at all times consistent with the demands for heat made upon the hot-water heating system. The fuel pump is controlled so that it will maintain at all times the correct fuel level in the reservoir 40, and an amount consistent with the requirements of the burner. In other words, when an additional amount of heat is desired and the motor is speeded up to produce this, the blower will deliver an increased amount of air for fuel atomizing and combustion purposes, and hence the pressure in the chamber 33 will increase. lVhen this occurs the pressure in reservoir 40 will also increase, cruising a greater rate of flow of fuel from the reservoir 40 up to the atomizing level in the combustion chamber 37. To meet this additional demand on the quantity of fuel contained in reservoir 40 the pump is likewise speeded up to feed more fuel from tank 50 to reservoir 4L0. lVith this increased circulation of fuel, the pressure of the atomization will be likewise increased to take care of all of the fuel ejected out of the end of pipe 41 and to divide it into fine particles. This increase of fuel spray is accompanied by a corresponding increase of flow of combustion air into the combustion chamber. Thus it will be seen that all of these operating elements are nicely balanced one against the other so that they will cooperate to produce a flame which will meet the requirements for heat demanded of the water heating system.

On account of this operation of the blower, water pump, fuel pump, and control of the ignition apparatus by means of a single motor, the combining of these elements into a unitary structure has been e f fected with resultant advantage to the operator, namely, economy of space, and convenience of operation, maintenance and repair.

While the present invention has been disclosed in conjunction with a hot-water heating system, it is to be understood that heat transferring media other than water can be employed, such as air, for example.

lVhile the form of mechanism herein shown and described constitutes a preferred form of embodiment of the present invention, it is to be understood that other forms might be adopted, all coming within the. scope of the claims which follow.

hat I claim is as follows 1. In a heating system, the combination with a heat generator includin a liquid fuel burner; of an air pressure system for the burner; an ignition system for the burner; and common means for controlling the rate of operation of the air system and the ignition system.

2. In a heating system, the con'ibination with a heat generator including a liquid fuel burner; a fuel circulating system for the burner; an ignition system for the burner; and common means for controlling the rate. of operation of the fuel system and the ignition system.

3. In a heating system, the combination with a heat generator including a liquid fuel burner; of an air pressure system for the burner; an ignition system for the burmn': a fuel circulating s :tem for the burner; and common means for controlling the rate of operation of the air system, the ignition system, and the fuel system.

4;. In a heating system, the conihinalion with a heat generator including a liquid fuel burner; of an air DICSSIU'G system for the burner; a fuel system including a supply tank and fuel reservoir; means dependent on the air pressure system for delivering fuel from the reservoir to the burner; and common means independent of the heat generator for controlling the rate of air supply and of fuel supply.

5. In a heating system, the combination with a heat generator including a liquid fuel burner; of an air pressure svstem for the burner; a fuel system including a. supply tank and a fuel reservoir; means operating on air from the burner to elevate fuel from the reservoir to the burner: common means independent of the heat generator for controlling the rate of air supply and of fuel supply; and means for controlling said fuel elevating means.

6. In a heating system, the combination With a heat generator including a liquid fuel burner; of an air pressure system for the burner; a fuel system including a supply tank and a fuel reservoir; means for conducting air to the reservoir from the burner and for causing a pressure reduction in order to put fuel under desired pressure; means to conduct fuel from the reservoir to burner; and common means for controlling the air system and fuel system.

7. In a heating system, the combination with a heat'generator including a liquid fuel burner; of an air pressure system for the burner; a fuel system including a supply tank and a fuel reservoir; means for conducting air to the reservoir from the burner and for causing a pressure reduction in order to put fuel under desired pressure; means to conduct fuel from the reservoir to the burner; a common means for controlling the air system and fuel system; and means for controlling said reduction in pressure.

8. In a heating system, the combination with a heat generator including a liquid fuel burner; of a reservoir connected with said burner; means for supplying said reservoir with air under pressure to force fuel into said burner from said reservoir; a fuel supply tank; means to force fuel from said tank to said reservoir; and means for providing the return by gravity of fuel from said ms ervoir including provisions for preventing the escape of air from said reservoir through said fuel return means.

9. In a heating system, the combination with a heat generator including a liquid fuel burner; of a reservoir connected with said burner; means for supplying said reservoir with air under pressure to force fuel into said burner from said reservoir; a fuel supply tank; means for forcing fuel from said tank to said reservoir; and means for providing the return by gravity of fuel from said reservoir including a trap open to at mosphere to prevent syphoning of fuel from said trap.

10. In a heating system, the combination with a heat generator including a liquid fuel burner having an air receiving chamber and a combustion chamber; of a fuel reservoir connected with said combustion chamber to supply fuel thereto, and also connected with said air receiving chamber to receive air therefrom; means to supply said air receiving chamber with air under pressure; a fuel supply tank; means for forcing fuel from said tank to said reservoir; and means for providing the return by gravity of fuel from said reservoir including a trap open to atmosphere to prevent syphoning of fuel from said trap.

In testimony whereof I aflix my signature.

JOHN H. HUNT.

Witnesses:

HAZEL SOLLENBERGER, MILDRED PEARE. 

